🇧🇩 Intercity Highways, Rail links & Rural Infrastructure

[Saif]

https://www.thedailystar.net/news/bangladesh/development/news/govt-building-268km-road-network-3638366

Govt building 268km road network

Photo: Star

The government is implementing a project to improve the rural connectivity in Cox's Bazar district.

Under the project titled "Emergency Multi-Sector Rohingya Crisis Response Project (EMCRP)", the government is building a 268-kilometre road network in several upazilas, including Ukhia and Teknaf.

The government is also building 50 new cyclone shelters, one relief administration and distribution centre, 34 multipurpose community service centres, six markets, two fire service offices, one LGED building, nine fire-fighting warehouses and drains, culverts and bridges inside the camps.

Under the project, the government is also setting up lightning arresters and solar street lights.

Talking to the news agency, Project Director of the EMCRP, being implemented by LGED, Javed Karim, said the project is helping build and rehabilitate basic infrastructure, improve community resilience and help prevent gender-based violence against the forcibly displaced Rohingya population.

Executive Engineer of LGED in Cox's Bazar Md Mamun Khan said work of around 200 kilometres has been completed.

"Four bridges and 45 school and disaster shelters in Ukhia upazila have been handed over. Also, a modern jetty is being constructed at the Cox's Bazar-Maheshkhali link gate. Two rubber dams have been constructed. Apart from these, several other works are going on," he added.

He also said multipurpose community service centres, satellite fire service centres, 268 lightning arresters, 2,500 solar street lights and 35 nanogrids for energy supply have been installed inside the camp.

Development Project Proposal of the EMCRP got the Ecnec approval on October 30, 2018.

The revised DPP was approved on October 06, 2020.

The total estimated cost of the project is Tk 1,394.47 crore. Of the amount, the government is providing Tk 12.80 crore and the rest Tk 1,381.67 crore is coming from the World Bank and German Development Bank.​

 

[Bilal9]

Dhaka Bypass Expressway uses advanced 4-layer quality road paving technology from China which is safer and more economical as well. This project has moved the local highway construction standards several steps above the current benchmark in Bangladesh.

 

[Bilal9]

Experimental train to run on Yamuna Rail Bridge soon - track testing in full swing

 

[Saif]

Pedestrian-friendly infrastructure paves the way for safer, healthier communities

Building and maintaining pedestrian-friendly infrastructure is an investment in our communities' health, safety, and well-being

www.thedailystar.net

Pedestrian-friendly infrastructure paves the way for safer, healthier communities

According to the Road Safety Foundation's data, the road crashes of 2022 in Bangladesh killed 1,627 pedestrians. PHOTO: PALASH KHAN

A few months back while surfing a social media site, a post caught our attention. A renowned daily posted a photo of people crossing a busy road risking their lives instead of using the nearby foot-over bridge. The caption read as follows—"Pedestrians climb over steel fences on the central reservation of a road near the north gate of the Baitul Mukarram national mosque yesterday to go across, putting themselves and the other road users in harm's way. A footbridge is only a few yards away."

The photo and the caption seem to declare the pedestrians guilty of not using the nearby foot-over bridge. And the comment section of the post was filled with condemnation. There is an unfortunately widely accepted myth that foot-over bridges are the best solution for pedestrians to cross a road. Before condemning these people, let's pause and think about other vulnerable users such as a pregnant woman, an elderly person, or someone with knee osteoarthritis, a very common degenerative joint disease for whom climbing a 20-foot-high bridge is nothing but a nightmare.

Recently, we observed six years of the Road Safety Movement but even now roads in Bangladesh have not become safer. According to the Global Status Report on Road Safety 2023 by the World Health Organization, globally, at least 249,900 pedestrians were killed on the roads in 2021. Children and the elderly face even greater risks, highlighting the urgent need for proactive measures. According to the Road Safety Foundation's data, the road crashes of 2022 in Bangladesh killed 1,627 pedestrians. Among them, 51 percent were killed while crossing the road and 60 percent of deaths were caused by speeding. But the only infrastructural solution to prevent these deaths seemed to be the foot-overbridge, which is not a user-friendly solution for all.

Tragically, our roads, which were once shared spaces pulsating with human movement, have been transformed into clogged arteries of asphalt dominated by cars. While ostensibly offering convenience, this shift has come at a significant cost in the form of road injury and death. Pedestrians, the most vulnerable road users, bear the brunt of this imbalance, accounting for a disproportionate share of road fatalities globally. But the tide is turning in many countries. A growing chorus of voices recognises the importance of reclaiming our streets and creating infrastructure that prioritises humans who walk on the streets.

Road crashes involving pedestrians are not just statistics; they are tragedies that ripple through families and affect communities. The loss of a loved one, the physical and emotional trauma of injuries, and the financial burden incurred—these are the real costs of prioritising a car-dependent infrastructure. It's a cost we, as a society, can no longer afford.

Fortunately, the solution isn't complex. By shifting our focus from designing roads for cars to designing roads for people by prioritising the needs of pedestrians, we can create a shield of protection, significantly improving safety. This transformation can take multiple forms such as: raised pedestrian crossings, reducing unnecessary carriageway widths, protected walkways, preventive vehicular access measures on the sidewalks, improved visibility, traffic calming measures, and universal accessibility.

PHOTO: COURTSEY

Wide, well-maintained sidewalks separated from lanes offer a safe haven for pedestrians, allowing them to move freely without fear of oncoming vehicles. Raised crosswalks with curb extensions, narrowed lanes, bollards, and speed humps will encourage people to walk. Imagine the relief knowing that you have ample time and the designated space to safely cross the street, instead of weaving dangerously between moving vehicles. Also, the users' common behaviour of walking on the carriageway suggests that people find comfort in walking at grade level and find it difficult to walk on the sidewalk if its height is more than 150 mm.

Raised pedestrian crossings or safety crossings with proper speed calming measurements is a proven and effective solution in most countries rather than constructing a foot-over bridge. Speed humps, roundabouts, and narrower lanes act as physical deterrents against speeding, creating a calmer environment for pedestrians. Also, the unnecessary carriageway widths create residual spaces on the road, which are often occupied by unauthorised parking, thus creating obstacles for pedestrians. Proper placement of ramps, designated areas for people with disabilities, safe waiting spaces while crossing long distances, and design speeds lower than 30kmph, foster inclusivity and safety. Also, placing bollards on the entrances to the pedestrian zones to prevent vehicle access, especially motorbikes, keeps people safe while walking.

The benefits of pedestrian-friendly infrastructure extend far beyond just safety. It creates a ripple effect of positive outcomes. It encourages walking and cycling, promotes healthier lifestyles and combats chronic diseases like overweight and heart disease. Fewer cars on the road mean less congestion, which benefits everyone. Vibrant streets with walkable spaces create more enjoyable and engaging communities. Reduced reliance on cars leads to lower emissions and a cleaner environment. We can learn much from the examples set by Dutch cities that have changed from a car-centric to pedestrian-centric environment. Over the past few decades, there has been a sharp decrease not only in the number of children killed in road crashes but a marked improvement in the quality of air and traffic congestion.

Building and maintaining pedestrian-friendly infrastructure requires investment, but the benefits far outweigh the costs. It's an investment in our communities' health, safety, and well-being, which creates a more liveable and sustainable future for all. We believe that the continued efforts by our city authorities to adapt and accept the best practices from developed countries will make our streets safe for all its users.

Farzana Islam Toma is architect and consultant at Sustainable Cities and Transport Program of World Resources Institute.

Mahamudul Hasan is communications officer at Bloomberg Philanthropies Initiative for Global Road Safety (BIGRS) in Chattogram.​

 

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Padma Rail Link Project (Dhaka-Jessore) latest update.

Newly constructed junctions and rail stations shown.

 

[Bilal9]

Dhaka-Bhanga Freeway

 

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Jamuna Rail Bridge completed - inauguration soon

 

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Dhaka Rangpur Highway completion status

 

[Bilal9]

Dhaka Sylhet 6 lane expressway status

 

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Dhaka Airport 3rd Terminal Update

 

[Saif]

An economic corridor that quietly fuels growth

At the turn of the millennium, travelling by road between Sylhet and Dhaka felt akin to a trek across rugged terrain. One would have to awkwardly traverse bumps along narrow and winding paths for upwards of 10 hours to make the trip either way.

www.thedailystar.net

An economic corridor that quietly fuels growth

At the turn of the millennium, travelling by road between Sylhet and Dhaka felt akin to a trek across rugged terrain. One would have to awkwardly traverse bumps along narrow and winding paths for upwards of 10 hours to make the trip either way.

Those days are now gone.

Not only has the travel time between the capital and the northeast division bordering India's Seven Sisters come down to just a fraction, but the landscape, farmlands, haors and rural settlements have evolved.

Factories, churning out products for domestic and international markets, now line the sides of the nearly 200-kilometre highway, a scene many could scarcely imagine in the early nineties.

Furthermore, several areas of the Habiganj district, including Shayestaganj, Chunarughat, Bahubal and Nabiganj, have become hotspots for industrial units.

In Madhabpur, located near Habiganhj's periphery, the hush of the morning quiet is now broken by the busy footsteps of workers from nearby localities.

"The town has transformed into a bustling industrial hub, with activity throughout the day. Thousands of people are employed across various factories, contributing to the area's vibrant atmosphere," said Sadekul Islam, a local.

Islam, who also works at a factory in the area, added that development had taken place gradually over the past two decades, but recounted that it all started with the renovation of the Dhaka-Sylhet Highway in 2003.

After it was revamped, entrepreneurs flocked to acquire land, which was available for affordable prices, leading to a surge in factory establishments.

Big corporations bought thousands of acres and, over the past one and a half decades, light, medium, and heavy industries have proliferated.

The availability of gas in Habiganj, which produces about 60 percent of the country's supply of the natural resource, played a key role in the region's evolution into a commercial hub.

"Once a neglected area with barren land and limited agricultural potential, it had few employment opportunities," Miftaul Hossain Chawdhury, a trader from Madhabpur, said as testified to the changes he had witnessed.

Recognising this, Abul Maal Abdul Muhith, during his tenure as Bangladesh's finance minister from 2009 to 2019, encouraged entrepreneurs to set up factories in the region by offering state gas connections, he said.

Siddiq Mia, a 55-year-old resident of the Shahpur area of Habiganj, added that the land was fallow and prone to flooding. Since cultivation was inconsistent, land was inexpensive, he said.

This medley of affordable land, availability of gas, and the region's proximity to Dhaka proved to be a winning combination, attracting entrepreneurs and paving the way to significant industrial growth.

The industrial boom transformed the local economy and has created at least 200,000 jobs.

"The highway has become a growth corridor," said Eleash Mridha, managing director of Pran Group, a unit of Pran-RFL Group.

He also credited former finance minister Muhith, saying that when the Awami League government stopped providing new gas connections through state gas companies, the Jalalabad Gas Transmission and Distribution System Ltd in Sylhet was kept out of the purview of that order thanks to the minister's lobbying.

"Gas connections were available from the state company and this provided the impetus for industrialists to establish factories in the region," he said.

"Factories were first established in the Shayestaganj area of Habiganj. Over time, more popped up. Today, industrial units have spread all the way up to Brahmanbaria. It is now expanding towards the Bhairab upazila of Kishoreganj."

Pran-RFL Group, one of the country's largest conglomerates, is a pioneer of this story. It was one of the first to recognise the region's potential, moving to set up an industrial park in Shayestaganj's Olipur area on over 300 acres of land. Production at the park began in 2013.

According to Pran-RFL, Tk 6,300 crore has been invested so far to develop the park, generating 25,000 jobs, mostly for women.

Mridha said one of the factors that contributed to the company choosing Habiganj for the project was the district's proximity to northeast India. "We export a lot and Habiganj is close to Agartala. This gives us an advantage."

After Pran-RFL, RAK Paints and Star Ceramics also set up production units in the area. Square Group and Jamuna Group followed suit, he said.

"It was an under-developed area. Agricultural activities were not vibrant. There was a lack of education and skilled workers. We initially had to bring workers from other places," Mridha said.

"When we began the establishment, there was only a solitary power plant in the area. The change began after 2014. Now, numerous government offices have been established to provide services."

He also opined that Habiganj had good potential in the field of light engineering.

"However, increased prices of gas have reduced the attractiveness of the area. The price of piped gas is now equal to that of liquified petroleum gas. So, entrepreneurs are not showing interest in establishing factories there," he added.

However, SM Mahfuz Mannan Suman, chief administrative officer of Saiham Knit Composite Ltd, which has operated in the area for over two decades, said there was further room for development.

"Habiganj can prosper if the road between Brahmanbaria and Cumilla is developed. At present, the condition of the road is the biggest barrier for us when it comes to quickly transporting goods to and from the Chattogram port," he lamented.

"Upgrading the Dhaka-Habiganj Highway into a four-lane road is also urgently required."

In Narsingdi, the establishment of factories has gathered at a significant pace. In 2014, the district had 645 factories. Today, the number stands at 1,765.

A worker at a nearby factory in Madhabpur remarked that mornings are lively as people arrive in groups. "We take pride in knowing that the products manufactured here are distributed to various locations."

Mahbubur Rahman, a restaurant owner in Madhabpur, said the establishment of industries spurred significant local employment as stores and eateries sprouted to cater to the needs of workers and stakeholders.

"This has improved the economic condition of many residents," he said.

Shamsul Huda, president of the Habiganj Traders Welfare Association, said the renovation of the Sylhet-Dhaka highway in 2003 led to the transformation of this area into a major thoroughfare, intensifying competition among industrialists for land along the route.

The completion of the Dhaka-Sylhet four-lane project could further position Habiganj as a major economic corridor.

In a paper, the Asian Development Bank (ADB) said the Dhaka–Sylhet corridor is the third-most important corridor in Bangladesh, providing sub-regional connectivity with the northeastern states of India as well as Bhutan, Myanmar, and China through the Tamabil land port in Sylhet.

The ADB said the corridor has already outstripped its existing two-lane capacity, causing slow and unsafe movement of passenger and freight vehicles.

"This as well as poor road quality and high safety risks have hampered the existing Dhaka–Sylhet–Tamabil corridor from maximising its potential as one of the vital sub-regional trade and economic corridors of the country," it said.

It added that Bangladesh's government decided to augment its capacity by expanding it to a four-lane configuration with service roads to meet international and domestic transport demand with financial assistance from the ADB.

Covering a total length of 222.6 km, the project passes through various urban, semi-urban and rural settings under seven districts, namely Narayanganj, Narsingdi, Kishoreganj, Brahmanbaria, Moulvibazar, Habiganj and Sylhet.

Stakeholders from the Habiganj area said Chunarughat and Madhabpur hold promise as economic hubs as the Balla land port with India is being modernised to enhance trade.

Abdul Qadir Lashkar, a former chairman of the Chunarughat upazila, said the modernisation of the Balla land port could be a significant milestone in the development of Habiganj. He said it would also enhance the trade between India and Bangladesh.

The region has tourism potential as well.

The Rema-Kalenga Reserved Forest and Satchari Wildlife Sanctuary in Habiganj are being developed. However, issues such as the protection of the environment, water bodies and natural habitats are being considered.

Tofazzal Sohel, general secretary of the Bangladesh Poribesh Andolon, a civic movement to protect the country's biodiversity, and Khowai River Waterkeeper, said unregulated establishment and expansion of factories in the region has created severe environmental concerns.

Approximately 300,000 people are being directly impacted by the pollution emitted from these factories. It has also adversely affected natural reservoirs, mountain ridges, river canals, and wetlands, he said.

"Factories are expected to manage waste at the source, but there is a noticeable lack of effective control measures to prevent pollution. The area is experiencing increasing noise, air, water, and soil pollution."

The Sutang river, which crosses the border, is among the most polluted rivers in the country while other water bodies are also being affected.

"These rivers and canals are not just bodies of water, they support a diverse range of aquatic life, including fish that play a crucial role in the environment," Sohel said.

"The pollution has led to the disappearance of indigenous fish species and aquatic animals in haor regions. Effluent dumped into these waterways has formed a thick, tar-like layer on the bottom of rivers and canals, darkening the water significantly."

He said unregulated industrialisation is devastating the local environment, endangering biodiversity, and posing health risks to the population.

"The decline in biodiversity is evident, with many bird species that once frequented the area now missing. The survival of millions of people who rely on these ecosystems is at stake, yet effective measures to combat industrial pollution remain absent."

Md Ferdous Anwar, a deputy director of the Department of Environment, said as the industry expands, pollution levels also rise.

"To address this, we are implementing online systems to monitor emissions effectively. Since continuous on-site supervision isn't feasible, we are piloting this initiative in six industries across Bangladesh – one in each division.

"The necessary technical instruments for effluent treatment plant (ETP) monitoring equipment have already been delivered. Installation is currently underway. Parameters will be established as we set up with the ETPs. Once operational, these facilities will be monitored 24/7. If the pilot programme proves successful, we plan to scale up this initiative nationwide."​

 

[Bilal9]

Ashulia Elevated Expressway construction status

 

[Saif]

Ashulia Elevated Expressway construction status

Without toll collection how will the government pay for repair and maintenance?

 

[Bilal9]

Without toll collection how will the government pay for repair and maintenance?

Good question. Maybe from VAT and Taxation proceeds as usual ?

But honestly speaking, may be misunderstood by the writer.

 

[Saif]

Restarting infrastructure projects

Bangladesh has faced a notable economic slowdown in the past year, raising concern about its economic growth prospect. One critical aspect of this slowdown is the stalling of several major infrastructure projects, which is likely to leave a far-reaching impact on both economic and social well-being

thefinancialexpress.com.bd

Restarting infrastructure projects
MIR MOSTAFIZUR RAHAMAN
Published :
Oct 16, 2024 23:04
Updated :
Oct 16, 2024 23:04

Bangladesh has faced a notable economic slowdown in the past year, raising concern about its economic growth prospect. One critical aspect of this slowdown is the stalling of several major infrastructure projects, which is likely to leave a far-reaching impact on both economic and social well-being of the people. Delays in completing these projects are not only stifling industrial growth but also exacerbating unemployment, increasing production costs, and hampering foreign direct investment (FDI). If the country is to accelerate its recovery and position itself for long-term growth, it is imperative to revive these stalled infrastructure initiatives without further delay.

Over the last two years, the lack of progress on key projects, such as expansion of rail lines, construction of elevated expressways, and upgrading of port facilities, has hindered Bangladesh's ability to build the infrastructure necessary to sustain economic activity. These projects are crucial for improving the country's transportation and logistics networks, which in turn would ease the movement of goods and boost industrial productivity. For a growing economy like Bangladesh, robust infrastructure is the backbone of development-without it, the country's potential to attract foreign investment diminishes significantly. No foreign company will invest in a country that cannot guarantee efficient transport and communication channels for the movement of their goods.

Moreover, infrastructural deficiency is increasing the cost of production for local businesses. Congested roads, inadequate port facilities, and outdated rail systems create bottlenecks that again are slowing down the supply chain, driving up logistics costs, and making Bangladeshi goods less competitive in the global market. These rising production costs are especially concerning as Bangladesh seeks to diversify its industrial base beyond the ready-made garment sector. The industrial sector is already grappling with a slowdown in growth, and without the timely completion of infrastructure projects, this slowdown will only deepen, further undermining the country's pace of industrialisation.

The delays are not limited to logistics and transportation; critical projects in renewable energy and power generation have also stalled. Reliable energy is essential for industries to operate at full capacity, and any lapses in energy supply could have devastating consequences for productivity.

Furthermore, the stalling of these projects has its social ramifications, notably the rise in unemployment. Infrastructure development not only supports industrial growth but also directly creates jobs. When large-scale projects such as elevated expressways or rail expansions are delayed, it affects thousands of workers who depend on these jobs for their livelihood. The resulting increase in unemployment, if left unchecked, could lead to social unrest as more communities face economic hardships. This is especially concerning in a country where the labour force is a critical asset for driving growth.

To prevent further deterioration of the economy, the government must prioritize the revival of these stalled projects. Immediate action is necessary to restore industrial growth and ensure that the country's infrastructure is capable of supporting future economic expansion. In the short term, the government could establish interim regulatory frameworks to maintain policy consistency during the transition period, ensuring that development initiatives continue despite administrative delays. This would provide the necessary stability for investors, both local and foreign, to regain confidence in the Bangladeshi economy.

Diplomatic efforts to secure international support and partnerships for these infrastructure projects should also be a key priority. Countries such as China, Japan, and India have their interest in Bangladesh's growth, and engaging them to help bridge the development gaps could provide the financial and technical resources needed to kickstart stalled projects. Additionally, developing a sustainable roadmap for industrial growth linked to infrastructure development is essential to ensuring that future projects are completed on time and meet the country's growing needs.

Lastly, political stability is paramount. Economic growth cannot happen in a vacuum; it requires a stable political environment where long-term development plans can be implemented without interruption. The government must focus on creating an environment conducive to growth by safeguarding continuity in its infrastructure initiatives and establishing clear, consistent policies that can weather political transitions.​